Train-control circuit.



W. B. MURRAY. TRAIN CONTROL CIRCUIT. AgPucAnou man mwzr. I912.

Pmmm Am. 25, 1916.

3 MEETS-SHEET I.

wi/tvwooeo W. B. MURRAY. TRAIN CONTROL CIRCUIT.

APPLICATION FIL'ED JULY 27.1912. I Llfiflfifign Patented Apr. 25,1916.

4 SHEETS-SHEET 2.

w. s. MURRAY. TRAIN CONTROL CIRCUIT. APPLICATION FILED JULY 2?, 3912.

mm Ar. 25, mm

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3 H 9 w w a \9 v /1! v w 5 w w H 9 6 A WI I W 7 \unn a U V 0 G. G p v w \N m w my w nect ramps with sources of current, at-ca UFllUld,

wrnnraia n. mean-nit, on wasmneroujnrsrnrer or COLUMBIA, assisuon To THE fiTtKILLEItt TRAIN oon'rnon CORRORATION, or s'raunrou, VIRGINIA, A oourona'rion an Waterman.

tannin-common CIRIUUIT.

To all whom it may concern:

Be it known thatll, WILLIAM B. l /llURRAY, a citizen of the United States, residing at Vilashington, in the District of Columbia, have inven ed certain new and useful lm- 'provements in Train-Control Circuits, of

which the following is a specification. v llhe present invention relatesto a novel circuit for use in connection with a train control eans, shown described. in my copend'ng' application Serial No. 711,792, filed July 27, 1.312, of which this applica- I l v la I -LIl s a division.

An important object of this invention is to provide -'means of the above mentioned character, which will connect and discon ramps being disposed near theentrance ends carried by the engine. I

A further o'bject of the invention is to provide means for disconnecting a ramp from a source of current, which ramp is disposed inwardly of and near the entrance end of the block, "in case the'signal shbuld not be properly set to protect the rear of the engine which has already entered such of the blocks to cotiperatewith apparatus block.

A further object-of this invention is to providenoyel means to disconnect the ramp section from the source of current when the same is engaged by the shoe included in the apparatus carried by theengine.

Other objects and advantages of the invention will be apparent during the course of the following description.

in the accompanying drawings forming a part of this specification, and in which like numerals are employed to designate like parts throughout the same, Figure 1 is a diagrammatic view of a track, circuits, and associated elements included in the system, Fig. 1 is a diagrammatic view of a modi fied form of means to connect the auxiliary ramp with the source of current, Fig. 2 is an enlarged fragmentary view of one of the ramp sections, Fig. 3 is a side elevation of the apparatus carried by the engine, the same be removed therefrom. Fig. A: is

'Specificationof Letters Patent.

Patented Apr. 25, 1916.

a sectional View taken on line 4-24 of Fig.

- 6, Fig. 5 is a side elevation of the mechanically operated and electrically controlled apparatus, Fig. 6 is a plan view of the same, Fig. 7 1s a transverse sectional view taken through the vertically movable carriage and associated elements, and, Fig. 8 is an .end

View of the apparatus.

In the drawings wherein, for the purpose of illustration, I have shown a preferred QIIibOdImBIItOf my invention, attention be ing called more particularly to Fig. 1, the.

numerals land 2 designate track rails, in-

sulated at spaced intervals, as shown at 3,

to provide blocks A, B C and D of suitable lengths. As indicated by the arrow, the traffic is in one direction, from right to the left. Disposed outwardly of the-track rail 1 and suitably'nea'r the entrance end of each block, is a ramp 4:, which is inclined longitudinally in a vertical'plane and comprises ramp sections5fand-6, insulated from each other, as shown at 7. Atxtheir outer ends,

the ramp sections are connected with and insulated from extensions 8, included in the These-extensions extend below the;

ramp. trac rail 1 and engage the railroad "bed;

The eiitensions 8 never have connection with any source of current and serve to slightly mechanically .operatevthe apparatus before it is operated by the ramp sections, but this operation is not s'ulli'cient to actuate the train stopping means, as will be apparent hereinafter. lhe ramp sections 5-"ajhd 6 and extensions 8 are farmed of ordinary track rails, held in-place by chairs 1O or' thelike; The chairsl0i suitably increase in height toward the inner ends of the ramp-sections 5 and 6, to'properly hold such ramp sections in' their vertically, incline-d positions.

At the right or entrance ends of the blocks A, B and C are disposed semaphores comprising vertically swinging paddles 12 12". and 12, respectively. It is to be understood that like semaphores are placed at the entrance end of the remaining block's. The semaphore paddles are, adapted. to assume three positions, a horizontal to indicate danger, as shown by the paddle 12% an inrail 1 by a wire 13.

termediate position to indicate caution, as

shown by the paddle 12 and a lowermost position to indicate a clear block, as shown by the paddle.12. These semaphore paddles may be either manually moved or operated by any ordinary electrically cont-rolled system or systems, 'The ramp sections and 6 being disposed suitably near the entrance ends of the block, control the passage of the engine or train from one block to the right into the next block to the left.

At the exit end of each block is disposed a source of current 12 connected by the wire 12 with the rail 2 and connected with the Disposed at the entrance end of each block is a relay 14-, comprising an electro-magnet 15, having its winding connected with the rails 1 and 2 by wires 16 and 17, as shown. Disposed nearthe electro-magnet is an armature 18,

.which is held adjacent such electro-magnet when the same is energized but will automatically move away from the electro-magnet when it is de'e'nergized. As long as the. block 18 clear or unoccupied by an engine or'the like, it is obvious that the track circuit is closed and the electro-magnet will be energized. In this closed circuit, curv rent flows from one side ofthe source of current 12, through wire 12, rail 2, wire 17,

electro-magnet 15, wire.16,' rail 1, wire 13, and back to the o posite pole of the source of current 12. W en an engine travels into the entrance end of the block, the above referred to circuit is made through the engine and the electro-magnet 15 is cut out of circuit and deenergized.

' The numeral 19 designates a source of current having one pole connected with a wire 19 which is'connected with the rail land its opposite. pole electrically connected with the armature 18, as shown.

The numeral 20 designates a stationary I contact disposed near the armature 18 and 'plane and is adapted to assume three positions, to wit, an upper to bring the insulating block into engagement with the stationary contact 23 and the metal portion thereof in engagement with the stationary contact 24, an intermediate position to bring the metal portion of the contact into engagement with the stationary contact 23- and-the and The contact segment 21 is moved synchronously with its signal and has operative connection therewith through the medium of a rigidrod 26, pivotally connected with the paddle and the segment, as shown.

Disposed near each of the contact segments21 is a switch devicecomprising a horizontal, rock-shaft 27. carrying rolls 2S and 29,- provided respectively with metallic contact segments and 31, as shown. The shaft 27' is turned in one direction by a gravity operated crank arm having a suitable opening formed thercthrough to receive the rod 26, such rod being provided atits lower end with a head liigidlv connected with one end of the rock-shaft 27 is adisk 34, provided with a shoulder adapted to be engaged by a. pivoted holding pawl 36. This holding pawl is returned to and retained in its normal position by its horizontal arm 34. lVhen this holding pawl is in its normal position, its vertical arm engages the shoulder and thus prevents the turning of the rockshaft 27 in one direction. The horizontal arm 37 of the holding pawl 36 1S moved to release the rockshaft 27 in order that the crank arm 32 may swingdownwardly. as indicated by the arrow, by an electro-magnet 38 having one end of its winding connected with a wire 39. which is connected with a contact 40 adapted to engage the segment 31 when the rockshaft 27 is in its normal position. The op posite end of the winding of the electromagnet 38 is connected with a wire 41 having its opposite end connected with the stationary contact 23. The contact segment 31 is also engaged when in its normal position by a contact 42, connected with a wire 1-3, which is connected with the'ramp section 6. Connected with the stationary contact 2-1 is a wire 4A, which is connected with the ramp section 5. I

Disposed near and inwardly of the entrance end of each block is an auxiliary ramp 4L5, which is curved longitudinally in This auxlhary ramp 1s a vertical plane. connected with a wire 46, which is connected with a contact 17, which always remains in electrical connection with the contact segment 30.

The numeral 48 designates a co-acting contact which engages the contact segment 30 only when the rock-shaft 27 is turned upwardly upon the semaphore blade being moved to its uppermost or danger position. The contact 48 is connected with a wire -19,

connected withv one pole of a source of current 50, having'its' opposite pole connected with the track rail 1 through the medium of a wire 51. If the 'train is traveling quite menace fast and the semaphore paddle should be slowly swung toward its upper or danger positlomthe trammight reach the auxiliary ramp 45 before the paddle had time to complete its movement. The train would then be improperly stopped by the time the paddle has reached the danger orstop position. To overcome 'thisfdifiic'ulty T pro-pose in a slightly modified form of the invention to:

adjustablylmoun t the roll 28'.upon the rockshaft 27, so that the roll may be unlockedtherefrom and turned with, relation'to, and

-'subsequently locked to the rock-shaft 27. Bv thus turning the roll 28 with relation to the rock-shaft 27, one end of the segment 30 ineral 46 designates a stationary' contactwhich is engaged by contact. only when the relay is denergized. The wire- 46 "is connected with stationary contact eti 'j "W'henthe train enters the block, the elec "tro-magnet'15 is deenergized and the arma 'ture 18 will move away from said electromagnet. Should the armature 18 stick and snot, open, the auxiliary ramp 45 will have 4 noelectrical connection with the source oi current, whereby the train will be stopped by-thesame- ,7 -Attention 'is'now called more particularly to Figs. to 8, inclusive In Fig. 3, T have shown casing-orbox 53, provided with a removable outer side or door 54:.

- Rigidlyconnected w1ththe' lower portion 61, disposed at substantially right angles to the horizontal" portion of such securing arm.

The numeral 62 designates a shoe. pro

vided between the ends with a recess for receiving a hard. steel block 63, having electrical connection with the shoe and held in place by any suitable means. The shoe 62 -is provided with an upwardl extending shank (it, "which is grooved forreceivingthe depending end portion 61, as shown. Insu- This cas ,ing-fi's'fladapted to be rigidly attached to the locomotive in any suitable manner. Within this casing is disposed the mechanically operated and electrically controlled apparatus to'be described. ,50'

ot the loco'mctiveisa'bracket to which lating material isdisposed between the- I shanl r 64c and the depending end portion 61 and insulated bolts 65 serve to hold these eleinentstogether. it is thus seen that the shoe 62 is securely attached to the swingin'g arm 51 and is thoroughly insulated therefrom. As shown in Fig. 3, a wire 66 is electrically connected with the shoe 62 and extends upwardly for electrical 'connection with the mechanically operated and el .ectricall i controlled apparatus disposed in the casing or box I A push rod .6? has its lower end forked and straddlingthe rear end otthe securing arm 57 and pivotally connected therewith,-

as shown at 68. Rigidly connected with the body portion of the engine, by any suitable means, is a vertical bracket 69, having hori- Zontal 'portions 70 and '71. An adjusting sleeve 7 2 has screw threaded en agement within-an opening formed in the lower hori-,

zontal end portions 71 and receives therethrough the reciprocatory push rod 67 An j upper push rod 73 has connection with the apparatus in the casing 53. The upper push rod 73 is provided between its ends with a.

stop 7% rigidly'n ounted thereon, such push.

rod reciprocating through an opening '7 formed in the upper horizontal end portion 70 of the bracket 69, The function of the stop 7i is to provide positive nieans ti'zprevent any further upward movement at he rod which would be greater than the. is

tance between said stop and the casing 53. A connecting sleeve 76 which is disposed 'withln the bracket (59 has rlgld connection with the lower end of the push rod 73, by]

neans. of a pin 'Z'? and also slidably receives the upper end of the push rod 67. At its upper'end the push rod 67 carries a pin '28, operating in an elongated 1 formed through the lower port rn of the connecting sleeve 76. A compres suitable stiffness is disposed in the connecting' sleeve 76 and is interposed between; the push rods 67 and73. as shown. This connecting sleeve normally engages the adjusting sleeve 72 and it is thus seen that by turning such adjusting sleeve 72 the push rod 67 and shoe (32 may be permanently vertically adjusted. I I

I will now proceed to' describe the mechanically operated and electrically con trolled apparatus disposed within the casing 53. Rigidly conected with the upper end of the push rod 73 is a socket 8-2 (see ling. 7) carrying an apertured extension disposed within the lower forked end of a pivoted arm or element 84. This lower forked end of the arm 84: is provided with oi'ienings to receive a horizontal shaft- 85. which also passes through the opening in the extension 83. The longitudinal moven'ient of the shaft 85 in one direction is limited by an element 86 attached thereto by means or" a screw 8'?" Or: coil spring 80 of s i or the like. a central opening in a vertically movable carriage 88, which travels within an upstanding track or guide 89, which is rigidly connected with the bottom. wall of the casing 53 by any suitable means. A pivoted arm or elment is disposed upon the outer portion of the shaft 85 andis engagedv by a ring 91 held against longitudinal displacement by a transverse pin 92 or the like. It' is thus seen that the ring' 91 and associated elements also serve to prevent th e"longitudinal displacement of the shaft 85 in one direction. The pivoted arm or element 8 is provided with aninverted L-shaped opening 93, having a horizontal shoulder 91. Disposed within the L-shaped opening 3 is a horizontal bolt 95, which is connected with a depending link 96. The bolt 95 carries a grooved head 97 w iich operates within the track or guide 89, as shown. The depending link 96 has pivotal connection at its lower end with a crank '98, by means of a bolt 99 or the like. The crank 98 is rigidly mounted upon one end of a horizontal rock-shaft 100; extending through fixed bearings 101. Rigidly connected with the opposite end of the rock-shaft 100 is an upstanding crank 102, which is connected with the train stopping means.

,The electrically operated means for controlling the mechanically operated elements of the apparatus. comprise an upstanding stationary electro-magnet 103- having a horse-shoe magnet core 10% formed of laminated sheets of iron. The electro-magnet 103 is adapted to be used with either,

direct-or alternating currents. The electromagnet 103 is rigidly mounted upon a horizontal fixed support or frame 103. Dispose'd'near and below the electro-magnet is a swinging lever-armature 105. which is rigidly connected atits outer end with a horizontal rock-shaft 106.: Thisrock-shaft has an upstanding crank 107'. rigidly connected with one end thereof. The rockshat't 106 is journaled through the horizontal support or frame 103. The upstanding crank 107 is provided through its upper portion with an elongated slot or opening 108. for receiving a transverse pin 109. which is carried by a lateral extension 110 formed upon the upper portion of the arm 81, as shown. It is thus seen that when the electro-magnet 1031s energ1zed, the free end of the lever-armature will be swung The. shaft 85 extends through Rigidly mounted within the casing 53 is an upstanding support. 111 provided near its upper end with a lateral extension 112, upon which is pivotally mounted a vertically swinging lever 111. by means of a screw, 115 or the like. The upward movement of the lever 111 is,limited by a stop 116 formed upon the support 11. A spring 11.7 is secured. upon the support 11 and engages the swinging lever 111 to urge the same upwardly into engagement with the stop 116. At its free end, the lever 114: is provided'with an opening 118 so that it may have suitable connection with a cord or wire 119.(see Fig/El) which operates a valve.

which in turn actuates a whistle. disposed in the cab. not shown. It is thus seen that when the lever 111 has its free end swung downwardly. the valve will be operated and the whistle sounded. Instead of employing an audible signal device. I may use a visible signal and it is to be understood that the term signaling means" which is employed in the claims. is expressly intended to cover either an audible or visible sig ,nal device. The swinging lever 111 has a laterally extending pin 122 rigidly connected therewith between the ends thereof, as

shown. This pin 122 is adapted to engage within a recess or notch 123 formed i n'the swinging arm 90, when the arm is sufliciently elevated to allow the pin 122 to enter saidnotch. The arm. 90 is swung to the right by a weight 1:21 which is rigidly coni nected with the arm- 0 by a crank 125. Big- "idly connected with the arm 90 opposite the crank 125 is a short arm 120. provided with a lateral extension 127. which engaged by a vertically'swinging finger 128. This linger is supported by a horizontal sleeve 12 which is free to turn upon a horizontal shaft 130, which is connected with the support 103. The sleeve 129 has a downwardly extending finger 131 rigidly connected with its opposite end. which finger is disposed to be engaged by the lever-armature 103. hen the carriage SS is elevated. througi the medium of the mechanically operated elements and assuming that the electro-ma net 103 is dei nergized, the swinging arm 90 is also elevated sothat the pin 122 will enter the opening or notch 123. -lVl1en the carriage 38 descends, the arm 90 will swing the lever 11-1 downwardly to operate the signaling means. \Vhen the lever 90 has traveled downwardly a certain distance in engagement with the pin 122, said lever willautomatically release the pin when the arm 125 engages a fixed trip 132. It the electromagnet 103 were energized during this operation. the free end of the lever-arniature 105 is swung upwardly. finger 131 swung upwardly. finger 12S swung to the left. and arm 90 swung to the left to occupy its inoperative position. It is thus seen that the memes pin 122 could not enter the opening or notch 123, whereby the lever 114 will not be swung downwardly when the carriage 88 descends.

The wire 66 (see Fig. 3) is connected with one end of the winding of the electro-magnet 103, and the other end of such winding is connected or grounded with the frame- 'iiork of the engine.

The crank 102 is suitably connected with train stopping means. including means for cutting off the steam or applying the brakes I or both.

The operation of the system is as follows :'.Assuming that all of the blocks are a trainpassing into block clear, the semaphore 'paddles will be disposed in their lowermost positions. The

C froinlblock D movesinto proximity to the ramp 4:, Whereby the shoe 62 will engage the extension 8 of the ramp section 6. This extension8 1 moves the mechanically operated elements to actuate the trainvstopping means.

of the apparatus slightly but not sufiiciently shoe 62 next-moves into engagement with the ramp section 6, which is in electrical connection with the, source of current 19. As soon asvthis takes place a circuit is closed for.

energizing the electro-magnet 103, whereby 18, wire 22,

the pivoted, arm 81 is swung to the right so that such thus allowed to pass the ramp 4 withoi'it be ing stopped. lVhen the above referred to circuit is closed for energizing the electromagnet 103, current flows from one pole of the-source of current 19, through armature arm willnot move the link when'therod is elevated. The .engineis contact segment 21, wire '41,

rail 1, Wire 19', and back to the opposite pole of the source of current. When the shoe 62 and associated elements begin to descend as they approach the outer end of the ramp section. 5, the carriage 88 also de scends, pulling the pivoted arm 90 down wardly, and the electro-magnet l03 being energized the arm 90 is swung to the left, whereby the pin 122 will not enter the recess 123 and the lever 114 will remain in its elevated position, It is thus seen that the engine is allowed to pass both ramp sections 5 and 6 upon entering the clear block C without the train stopping and signaling means being actuaterLg As the engine moves into proximity to each ramp, thesame operationv-takes place, provided all of the blocks are clear. When the engine has entered the 1 block C, thepaddle 12 is swung to its uppermost ordanger position, whereby rockshaft 27 is first turned to its normal-position and then upwardly past such-normal position. The paddle 12 remains inthis upper-' most position until the engine has traveled into the block B, when the'pad'clle 12 will be moved to its intermediate position to indicate caution. When the engine has'trav-.

' eledjnto block A, where it is now, located,

the. paddle 12 will be moved to its lowermost position. The engine being in block A, the paddle 12 is in its uppermost position, the paddle 12 is in its intermediate position, and the paddle 12 is in its lowerelectro-magnet 38, contact 40, contact seg-f ment 31, contact 6, shoe 62 wire 66, electro-magnet 103, the frame-work of the engine, rail 1', wire 19', and back to the opposite-pole of the source of current 19. Then this circuit is closed the electro-magnet 38 is energized, whereby the holding pawl 36 is moved to release .the

disk 34, which is rigidly mounted upon the rock-shaft 27. The gravity operated crank to its lowermost position,

32 now drops turning-'the rock-shaft 27 in the same direction, whereby contact 42 is disconnected from contact segment 31 and the above referred to circuit is opened and ramp section 6 disconnected from the source of current 19. The shoe 62 and associated elements are 12, wire 43, ramp section "most position. Assuming that a second engine has passed the ramp 4 at the entrance end of block'C and moves into proximity to'the ramp 4, at the-entrance end of'block B,'the shoe62' is. moved into engagement with the extension 8 of the ramp section 6, whereby the mechanically operated elements of the apparatus are slightly moved, subse- I quently to which the shoe engages ramp section 6, whereby a circuit is closed for energizing the electro-magnet 103 which prevents further operation of the mechani-' .callyoperated elements .by the shoe being elevated. Inf this closed circuit, current flows from one side of the source of current 19, through armature 18, wire 22, segment further elevated but do not 'now move the link 96, since the arm 84 has been previously.

. swung to its inoperative position. The shoe 62v now travels into engagement with the whereby a circuit is closed ram section-5',

p the electro-magnet 103. In

for energizing this circuit, current flows from one pole of the source of current 19 through armature- 18, wire 22, segment 21, contact24, wire 4 1, ramp section 5, shoe 62, wire.66, electromagnet 103,; the frame-work of the'engine,

21. wire 41, electro-magnet 38, n 're con tact 40, contact segment 31, contact-42, wire .43, ramp section 6, shoe 62', wire 66, electroarm 90 being in its elevated position, as

shown .in Fig. 4:, andthe electro-lnagnet 103 beingl deenergized, the pin -'122 will enter the recess 12S. lVhen the arm descends, which occurs when the shoe 62 approaches the outer end of the ramp section 5, the lever 111 will be swung downwardly, whereby cable 119 will be pulled to actuate the valve. which causes the whistle to be sounded. It is thus'seenthat as the engine passes the-ramp at the entrance end of the. block B, the train stopping means are not actuated but the whistle is sounded to inform the engineer that the block A is occupied. l Vhen the engine approaches the entrance end of block A, the shoe 62 engages the GX- tension 8 and then the ramp-section ('3. This ramp section 6 is disconnected from the source of current 19, at the contact 40 and segment 81, contact 23 and insulation 25 and contacts 20 andQO'. The electromagnet 103 being denergized, the shoe 6:? will be elevated which. causes the rod 73 to be elevated, whereby the arm 84: will raise the link 96. This link turns the rock-shaft 100, which causes the train stopping means to be actuated. It is thus seen that the engine will be stopped by the ramp 4 before it enters the block A.

"When the block 'A is occupied by a. train, paddle 12 -should be swung to its uppermost or danger position, as shown. If this has been done, the engine will. be allowed to pass the ramp 45, which is placed a considerable distance from the'entrance'end of the block. Assuming that theengine in the block A is approaching the ramp 45, the shoe 62 will engage the ramp 45, whereby a circuit will be closed for energizing the electr0-magnet 103 so that the arm 81% will be swung to its inoperative position. In this circuit current flows from one pole of the source of current 50, through wire 4-9, contact 518, contact segment 30, contact 47, wire 16, ramp 45, wire 66, electro-magnet .103, the frame-work of the engine, rail 1, wire 51, and back to the opposite pole of the source of current. It is thus seen that when the paddle 12*- is properly swung to its danger position upon the entrance of the train into block A, the ramp 4-5 will be connected with the source of current 50, whereby such engine is allowed to pass the ramp 45 without actuating the train stopping means. If, however, the paddle 12 should not be properly operated upon the entrance of the engine "into the block, contact 48 would disengage contact segment 30, whereby the ramp 15 would have no connectlon with the source of current 50 and hence the train stopping means would be actuated Whenthe shoe 62 travels into engagement with the ramp 15. By this means the engineer can tell whether'the paddle has been properly operated to protect the rear of the engine upon entering a block.

Particular attention is called to the fact that the apparatus carried by the engine,

.the block,

automatically disconnects the ramp section 6 from the source of current upon thecngine entering the block. This protects the rear of the engine ing-the block. As soon as the engine enters electro-magnet 15 is cut out of the track circuit, whereby the contacts 20 and 20 are disconnected and the ramp section 6 is further disconnected from the source of current 19 at this'point. If the paddle 12 should be improperly set to-indicatc a clear track when in fact, the block is occupied, it is obvious that the engine will be stopped by the ramp-section 6, which is now disconnected from the source of current 19. hen the paddle 12 is properly swung to its danger position. the ramp section (3 isdlsconnected from the source of current 19 at a third point by contactQS and the insulation It is to be understood that the form of my invention herewith shown and described, is to be taken as a. preferred example of the same, and that certain changes in the shape,

size, and arrangement of parts may be re sorted to'without' departing from the spirit of.the invention or the. scope of the sub joined claims.

Having thus described my invention, I claim l.- In a train control system of the character described,'a track, ramps disposed near thetrack at suitably spaced intervals, a source of current having one pole thereof connected with the track rail and its opposite pole connected with a ramp, mechanically operated and electrically controlled apparatus secured upon a vehicle traveling on the-track, and means for disconnecting said ramp from the source of current when the ramp is engaged by a'portion of said apparatus.

2. In a train control'system of the character described. a track divided into blocks, a ramp disposed suitably near the entrance. end of each block. a source of current having one pole thereof connected with the ramp, mechanically operated and electri cally controlled apparatus carried by a re hicle traveling on the track. and electrical means energized when a portion of said apparatus engages the ramp. to disconnect said ramp from said source of current.

In a train control system of the character described. a track dividedbv insulating means into blocks, a ramp disposed suitably near the entrance end of each block. a source of current having one pole thereof connected with the track rail and its opposite pole with the ramp, a relay for controlling the electrical connection between the ramp and the source of current, a track circuit including a source of current connected with the relay, mechanically operated and electrically controlled apparatu carwhile the same is ei1ter- 1. ing means into blocks ried by a'vehicle traveling upon the track, and means energized upon the engagement of a part of said apparatus with the ramp,

to disconnect said ramp from thesource of current. v

4. In a train control system of the charactcr described, a track divided into blocks,

a ramp disposed suitably nearthe entrance .end of each block, a source of current having one pole thereof connected with the track rail, a switch device, electrical'conncctions between the opposite pole of the source of current and the switch device including awire and electro-magnet connected therewith, means operated by the electromagnet to control the operation of the switch device, a wire electrically connecting the switch device and ramp, and mechanihally operated -and electrically controlled apparatus carried by a vehicle'to travel into engagement with the ramp.

5. In a train control system of the character described, a track divided into blocks, a ramp disposed suitably near the entrance end oi each block, a source of current havingone polethereoi connected with the track rail, a switch device, electrical cons'onfce of current and the switch device inj cluding, electrically operated means to control the operation of said switch device, and eicctrical connections between the switch device and the ramp.

6. in a train control system of the character described, a track divided into blocks,

a ramp disposed suitably near the entrance end of each block, a source of current havacter described, 'a track divided into blocks,

ramp sections disposed suitably. near the entrance end of each block, a source ofcurrent harin g one pole thereofconnected with the track rail and its oppositepole normally connected with the ramp sections, mechanically operated and electrically controlled, apparatus adapted to' be carried by a 've-;

hicle traveling on the track, and means to discrmnect one ramp section fro'mfthe source of current, when a'portion ofsaid apparatus engages such ramp section. ;f

8. In a train control syst r'n of the charby insul aster described, a track d1 actions d posed suitably near the entrance end of each' section and the source of current, when a portion of the apparatus engages such ramp section, and additional ,means including a track circuit to break the electrical connection between the ramp sections when the block is occupied by a vehicle.

, 9. In a train control system, a track divided by insulating means into blocks of suitable length; a ramp disposed suitably in advance of the entrance end of each block; a circuit connecting each block with the adjacent ramp guarding the entrance end of the block-in advance thereof; a relay track circuit connected with each blo'clrand controlling the operation of the ramp circuit of the block in rear thereof; an indicating ramp arranged adjacent each block between thee'nds thereof and spaced a substantial distance ,from the entrance end of each block; a circuit connected with one rail of each block and with'the corresponding i'ndicating ramp; and means to close the indicating ramp circuit only when the first named ramp circuit is opened.

10; In a train control system, a track divided by insulating means into blocks of suitable length; aramp disposed suitably in advance of the entrance end of each block; a circuit connected with one rail of each block and with the adjacent ramp guarding the entrance end of the block in advance thereof; a relay circuit connected with each-block and controlling the operation of the ramp circuit of the-block in rear thereof; an indicating ramp arranged inwardly of and between the ends of each block; a circuit connected with the indicating ramp and with one rail of the corresponding block; and switch means to simultaneously open the first named ramp cirwit and close the indicating ramp circuit. 11. In a train control system of the character described, a track divided by insulating means into blocks; a protecting ramp disposed suitably near the entrance end of each block; a source of current having one pole thereof connected with the ramp; me

chanica'lly operated and electrically controlled apparatus carried by a vehicle travcling on the track to engage the ramp and be moved thereby; electrically operated means energized when a portion of said apparatus engages the ramp to disconnect the ramp from the source of current; an indir'aatlngramp arranged in advance of and 1 spaced a substantial dlstance from the ramp g nardsv' ihe entrance end of eal'ch In testimony whereof I afiix my signature -b1ock;'-a. sourceoof current; and means eonv in presence of two Witnesses.

necfiifig and disconnecting the lasfi, named e 7 ource-of curx'vent with and from the indi- WILLIAM B1 MURRM- eating ramp and connec ting'flthe "same when Vitnessesf the' protecti ng i'alnp is disconnected fromits J AlilfiS L. CRAWFORD,

o v s ourceof current. B. I ISIIBURNE. 

